[sygazelle]

Listening to this recording literally brought tears to my eyes. I know that pilots and ATC are trained on what to do in an emergency, but when it's happening real time, the human factor kicks in. In this case, she (the pilot) was so clear on her communication. You can hear the concern in her voice, but she focused on communicating clearly and precisely with ATC. What a job!

I'm so glad that plane landed safely.

https://www.youtube.com/watch?v=yFNQZPJSm4M

[dradernh]

Originally Posted by sygazelle

Listening to this recording literally brought tears to my eyes. I know that pilots and ATC are trained on what to do in an emergency, but when it's happening real time, the human factor kicks in. In this case, she (the pilot) was so clear on her communication. You can hear the concern in her voice, but she focused on communicating clearly and precisely with ATC. What a job!

I'm so glad that plane landed safely.

https://www.youtube.com/watch?v=yFNQZPJSm4M

I don't doubt it's a compelling video, but I gave up after realizing YouTube expects me to sit through the ad(s) without surfing away. Sorry, Google, I've got other things I could be doing online.

[M-technik-3]

Any 737 crew here? Is that a press or an unpress door. I thought all airlines used Plug or UNpress doors to prevent the door from opening in flight.

Had one time where a C5 troop door number 4 fell into the plane because a someone must have pulled the handle while pressurized and upon decent the pressure dropped and the door fell in.

[sygazelle]

Originally Posted by dradernh

I don't doubt it's a compelling video, but I gave up after realizing YouTube expects me to sit through the ad(s) without surfing away. Sorry, Google, I've got other things I could be doing online.

".....I've got other things I could be doing online." Yes you do. Thanks for taking some of that time to share your thoughts with us.

[M_Six]

Two bits of luck there.

1. No one was sitting in that seat.
2. They were still climbing from takeoff, so everyone was still buckled in.

That's not to take anything away from the skill and professional demeanor of the pilot and crew. They handled that nightmare flawlessly, it seems.

[Ric in RVA]

Originally Posted by dradernh

I don't doubt it's a compelling video, but I gave up after realizing YouTube expects me to sit through the ad(s) without surfing away. Sorry, Google, I've got other things I could be doing online.

I forgot they had ads. Been paying for youtube family for years.

Of course I've recieved way more value than cost over that time.

I'd strongly recommend just paying to do away with the ads. I wouldn't be able to stand it with ads!!!!

[dradernh]

Originally Posted by Ric in RVA

I forgot they had ads. Been paying for youtube family for years.

Of course I've recieved way more value than cost over that time.

I'd strongly recommend just paying to do away with the ads. I wouldn't be able to stand it with ads!!!!

It's only in the last week that I've come across YouTube videos with ads. With the first couple of them, I just went somewhere else and came back after the ad(s) were finished. So, no big deal.

This one was different, and I saw no reason to do whatever was necessary to get to the good part. I couldn't tell if I was expected to get a beer or go to the gym for 45 minutes before the video was finally going to appear. Maybe that was just me, I don't know, but it was a fail.

YouTube is such a tiny part of my online experience that I can let it go without missing a beat. Without knowing what it wants, paying for its videos is a non-starter.

Now, had a YouTube video been showing the end of the world before it reached my zip code, you better believe I would've been an avid watcher of every second of every ad leading into the climactic scene!

[ezaircon4jc]

Originally Posted by sygazelle

...I know that pilots and ATC are trained on what to do in an emergency, but when it's happening real time, the human factor kicks in...

The worst part of my job was in these situations we are nothing but observers and can do nothing but listen and watch. I was supposed to work ASA261 that crashed off Ventura in 2000. The Center had just given us the pertinent information when they called back and said never mind. That could only mean one thing. I was also working the night USA landed on SKW in a VERY similar accident as the one at Haneda a couple of days ago. We went from 4 runways to 1 in a matter of a half hour or so, right before the 1830 arrival push. Those few days with the north complex closed were pretty surreal.

I finally saw the SULLY movie after it'd been out a while. I hesitated to see it as I knew how the NTSB works (they're job is to assign blame). I thought the movie was really good, but started to "lose it" when they showed the controller sitting in the breakroom, alone, thinking he had just witnessed a crash. EVERY controllers worst nightmare!

[tturedraider]

Originally Posted by M-technik-3

Any 737 crew here? Is that a press or an unpress door. I thought all airlines used Plug or UNpress doors to prevent the door from opening in flight.

Had one time where a C5 troop door number 4 fell into the plane because a someone must have pulled the handle while pressurized and upon decent the pressure dropped and the door fell in.

I didn’t know this was a thing, but it was a doorway built into the aircraft for optional use as an additional emergency exit for airlines that put in the maximum number of seats and Alaska Airlines doesn’t use it (only a handful do), so as part of the final construction of the airframe it was “plugged” and covered up!

[M_Six]

I wonder where that chunk of aircraft landed. That could have been a disaster all in itself.

[M-technik-3]

Just read some more it's a plugged door so it opens inward but must have had a structural failure around the plug.

[Lady Jane]

Originally Posted by M_Six

I wonder where that chunk of aircraft landed. That could have been a disaster all in itself.

Was found by a teacher in his backyard in Portland.

https://news.yahoo.com/missing-door-...112556531.html

[floridaorange]

Originally Posted by sygazelle

".....I've got other things I could be doing online." Yes you do. Thanks for taking some of that time to share your thoughts with us.

There’s a free way to stop the ads. After you pause and tell them you don’t like the ad ends and you are done with it. After doing that enough the ads no longer appear at all.

[M_Six]

Originally Posted by Lady Jane

Was found by a teacher in his backyard in Portland.

https://news.yahoo.com/missing-door-...112556531.html

Thanks.

“We’re going to go pick that up and make sure that we begin analysing it,” Ms Homendy said, but added that the cockpit’s voice recorder had been taped over.

“That is unfortunately a loss for us because that information is key, not just for our investigation, but for improving aviation safety,” she said.

How TF does that happen?

[vreihen16]

Originally Posted by M_Six

How TF does that happen?

It's a loop, and not a very long one.....

[ezaircon4jc]

Originally Posted by vreihen16

It's a loop, and not a very long one.....

I believe it's 30 minutes.

[flybigjet]

I'm a Guppy Driver (737) from way back and have flown the -300,-500, -700, -800, -900, -900ER, Max8 and Max 9 as a First Officer, Captain and Line Check Airman (Instructor/Evaluator) and have at least 8,000 hours (probably a lot more) in type.

I'm "on the beach" until this fall due to a medical glitch, but here's my 0.02.

1. The crew did a nice job. This is pretty much a "you're going to see this in the simulator at least once every couple of years" type of emergency. There's actually an Immediate Action Checklist for this (the military calls it a Boldface) that covers this sort of rapid decompression emergency that is usually printed on a hard card that's in a little pocket on the glare shield.

2. Basically, ( you do this part from memory) you get your oxygen mask on, make sure you can talk to the other pilot, and flip the seat belt sign on. After that, you grab the checklist and follow the steps-- pretty much you set/confirm the pressurization controls to try to repressurize (it never works, but you always try), then you start a rapid descent IF you don't suspect structural failure-- if so, you still go down but you don't speed up (the theory is that the jet's flying ok at the speed you're at, so let's not go faster or deploy speed brakes as you don't know what'll happen if you stress the airframe). This is what the crew did-- they didn't go smoking down and they were only at 16k anyway-- it was a good choice since the plug departing the aircraft could have taken out a good chunk of the horizontal stabilizer (the tail). Important Safety Tip: Make sure there aren't any Big Rocks below you on the descent. Then you declare an emergency and start doing all of those pilot things that you're trained to do-- FLY THE JET, run about a dozen checklists, prep the Flight Attendants for an emergency landing and/or evacuation, tell ATC what you want to do (declaring an Emergency pretty much means that you've just become the most important thing in the world to the ATC controllers and they'll give you anything that you want) and where you want to go, and coordinate with the other pilot to finish required checklists, get the jet pointed in the right direction/altitude, and prep for an approach and landing. If you get a few seconds, you tell the Company via text (ACARS) what's going on and where you're going. I teach it as "Inside - Outside - Backside"-- deal with/manage the problem with the jet, run the appropriate checklists, brief the Flight Attendants and passengers (all Inside), tell ATC and Company what's going on (Outside), and make sure you've completed your checklists for the emergency, emergency return, overweight landing, and normal descent/approach checklists, etc. and done everything you can think of to manage the problem and land safely (Backside).

3. Usually (in the air at least) one of the pilots will be flying the jet and one will be working the radios-- you usually take turns on the narrobody's-- i.e. in a four-leg day, the Captain will fly twice and the First Officer will fly twice while the other person works the radios and talks to ATC. In this scenario, I'd probably make the landing as the Captain. Fun fact-- the voices you hear from the radio on the ground? That's the First Officer talking-- the Captain usually doesn't talk to ATC as he's busy steering the jet around the ramp/taxiways.

4. They got lucky. Popping a door at 16,000' isn't fun, but you can still breathe, your passengers can still breathe, and you can get down to a safe altitude pretty quickly. Pop the door at FL410 and it's a whole different ballgame-- you'll have a Time of Useful Consciousness of about 15-20 seconds (which is why pilots are ALWAYS trained to put on the mask if there's an unexpected depressurization) and a whole lot of Bad can happen to your passengers on the way down at sixty below zero.

5. This wasn't a door, but a plug. If you look at a picture of a -900 (it doesn't matter if it's a -900, -900ER or Max9-- they're all built the same) on US planes, you'll see what looks like a door cutout about 15 or so rows from the "real" rear exits (basically between the tail and the wing). It's literally a plug BOLTED in-- you can't even tell where it is when you're inside the airplane. It's really there in case an operator wants to run high-density seating. The FAA limits the number of passengers a jet can carry based on emergency exits and ability to exit the aircraft quickly. So, if Carrier X decides to squeeze more seats in the jet, the two plugs are removed and emergency doors are installed.

6. Judging from what United and Alaska have found on their tech inspections, this is going to be an installation/QA error-- NOTHING that UA or Alaska did or could have done would have affected this-- it was a screw-up from the factory. Those plugs aren't even accessible unless you take a good part of the inside apart-- it's about an eight hour job. They probably would have been checked during a Heavy Maintenance Visit, but the jets were so new they hadn't hit the required time threshold for something like that yet.

Just my thoughts from someone who's been to this party a few times.

R.

[flybigjet]

Originally Posted by ezaircon4jc

I believe it's 30 minutes.

Two hours on a loop. The Feds are pushing for 24 hours.

[tturedraider]

Originally Posted by M_Six

Quote:
“We’re going to go pick that up and make sure that we begin analysing it,” Ms Homendy said, but added that the cockpit’s voice recorder had been taped over.

“That is unfortunately a loss for us because that information is key, not just for our investigation, but for improving aviation safety,” she said.
————

How TF does that happen?

Originally Posted by vreihen16

It's a loop, and not a very long one.....

Originally Posted by ezaircon4jc

I believe it's 30 minutes.

Originally Posted by flybigjet

Two hours on a loop. The Feds are pushing for 24 hours.

Did it used to be 30 minutes? That’s the number that’s in my head from many years ago.

I agree with questioning how that happened. It makes zero sense. This whole event lasted less than 30 minutes and that claim is obviously not entirely true, because the recording made it onto YouTube.

[KevinC]

More problems. Boeing is about as reliable as Stellantis nowadays.

https://www.nprillinois.org/2024-01-...ed-boeing-jets

[flybigjet]

Originally Posted by tturedraider

Did it used to be 30 minutes? That’s the number that’s in my head from many years ago.

I agree with questioning how that happened. It makes zero sense. This whole event lasted less than 30 minutes and that claim is obviously not entirely true, because the recording made it onto YouTube.

Different recordings-- the YouTube audio you're hearing is from ATC. The interior cockpit recordings (i.e the "Black Box") that would have the pilots talking to each other, the Flight Attendants, cockpit noises, etc. from two channels (one from an area mike and one from the comm panels) was the one that was overwritten. Maintenance should have pulled a circuit breaker that would have preserved the recording-- this apparently wasn't done until it was too late.

As far as the length of recording, it depends on how the individual jet is configured (don't ask me why-- jets from the same series can have different recording lengths). Some are 30 minutes, a few are 25 hours. This one was 120 minutes and they're automatically overwritten.

R.

[CamasM3e93]

Originally Posted by KevinC

More problems. Boeing is about as reliable as Stellantis nowadays.

https://www.nprillinois.org/2024-01-...ed-boeing-jets

Yeah no kidding. This MAX project clearly suffers from a leadership vacuum from design through manufacturing in a way that perhaps spells trouble for Boeing’s ability to weather this and survive, at least in the commercial aircraft space.